Safety appliance for railway-trains.



C. MILLARD.

@MEN APPLlANcE FOR RMLWAY THMNS.

APPLICTION FILED FEB. 6,1913- lutelmd Maly 2, 1916.

4 SHEETSSHEET I.

Z a rdf' R. C. MILLARD.

SAFETY APPLIANCE FOR RMLWAY TRMNS.

APPLICATION FiLEU FE'B. 6, .913.

Putvntod Muy 2, 1916.

R. C. MILLAHD.

SAFETY APPLIANCE FOR RAILWAY TRAINS.

APPUQAHON mw fB.5.19!3.

1 1 8 1 ,332 Patented May 2, 1916.

4 SIIEETSWSHEEY 3.

311 undo@ CIW/! lard R. C. MILLARD.

SAFETY APPLIANCE Fon RAILWAY TRAINS.

l PPLlCTloN FILED FEB. 6. 1913. 1,181,332. Patented May 2, 1916.-.*15

4 SHEETS-SHEET 4 @14mm/nto@ JZ. ama@ mi.

UNITED sTATEs PATENT oEEIoE.v

ROBLEY C. MILLARD. OF ATLANTA, GEORGA.

SAFETY APPLiANCE Foa RAILWAY-TRAINs.-

Application filed February 6, 1913.

T o all whom t may concern.'

Be it known that I, RonLEY C. MILLARU, citizen of the United States, residing at Atlanta, in the county of Fulton and State of Greorgia` have invented certain new and useful Improvements in Safety Appliances for Railway-Trains` of which the following is a specification.

My invention relates to new and useful improvements in automatic safety appliances for railway trains and more particularly to that type in which the railway system is divided into blocks or sections and in which each locomotive employed upon the system is provided with an apparatus adapted to co-act with a similar apparatus upon another locomotive, if in the same block, to close circuits through both locomotives and vent the main air line pipe of both locomotives to apply the air brakes and stop the trains.

More specically my invention is an improvement over the apparatus set forth in and covered by Letters Patent No. 882,157,

granted to me March 1T, 1908, the chief object of my invention being to simplify and render more efficient the construction set forth in said patent.

A further object of my invention is to provide an appliance of the character above set forth which will include but one manually operable switch in place of the two required in my previous patent and in which this switch is so arranged as to be automatically thrown to normal position upon the passage of either train out of the block.

A further object of my invention is to so arrange the mechanism of my appliance that the electromagnets employed in venting the air line lnay be employed only in opening and closing a small two-way valve, which may be operated with great ease because of its size and through which, when opened, a small amount of air from the air line will pass to a cylinder to actuate a plunger` which in turn opens a relatively large valve in the air line to vent the same and apply the brakes. the pressure of the air in the air line being itself used to assist in the venting of the line.

A further object of my invention is to so wire the apparatus that a blue or other colored light will be kept burning at Specification of lLetters Patent.

Patented May 2, 1916.

serial No. 746,650.

all times to indicate that the batteries or other source of energy and the wiring are in good condition and in which a red or other colored light will be lighted and will remain lighted at all times when two or more trains are in the same block.

A further object of my invention is to provide means for telephonie communication between two or more trains in the same block, portions of the Ielectro-magnet energizing circuits being employed as telephone circuits. And a still further object of my in vention is to so arrange the switches along the railway system that an open switch in any block will have the same effect upon a train entering the block/that a second train in the block would have.

ith these and other-objects in view, my

invention will be more fully described, illus-l trated in the accompanying drawings,` and then specifically pointed out in the claims which are attached to and ,form a part of this application.

In the drawings: Figure 1' is a diagrammatic view of a section of railway track, showing two locomotives traveling in the saine direction and in the same block, the valves and theelectric means for controlling said valves being shown in operation to vent the air brake lines of the train; Fig. 2 is a similar view again showing two trains in the block, but showing the manually operated switches in the reverse position to close the valves of the air brake lines and permit the continued movement of the trains; Fig. 3 is a detail view of the trolley carried by each locomotive and forming part of the valve operating circuits: Fig. 4 is a front elevation, partially in section, of the valves and valve operating mechanism of one of the locomotives, this mechanism being identical in all locomotives` the valves being shown inclosed position as in. ordinary use; Fig. 5 is a view similar to that shown in Fig. 'l, but with the valves open, the position of the mechanism `there being the same as that shown in Fig. 1. f i

Corresponding and like parts are referred to in the following description and indicated in all the views of the drawings by the same reference characters.

sco

-or the train drawn thereby.

lto Figs. l and 5 of the drawings.

first be necessary to describe the railway track over which the locomotives or trains pass. This track. shown at 10. is of .the usual type. the rails being electrically bonded in the customary way to admit vot' their use as return conductors. with the exception of the provision otl a third rail 11. This rail may be as light as desired. or in t'ac't may be nothing more than'a wire as it merely serves as an electric conductor between the appliances of the locomotives. At spaced intervals. usually one mile. the rails forming the third rail 11 are separated slightly from each other and insulated as shown at 1'2 to prevent the passage of crrrent from one rail section to another and also prevent the formation of a gap which would cause a trolley or brush. hereafter to be described. to jump. The rails making up this third rail. with theexeeption ot' these breaks. are electrically bonded so that the. rail sections between adjacent breaks 1'.) each t'orm a continuous` conductor.

Each locomotive equipped with my appliance is provided with a trolley. brush or other suitable device 123 adapted for travel along the third rail 11 and so mounted that it may be raised or lowered by the engineer. tireman or other operator onthe locomotive This brush is mounted as to be completely insulated from the locomotive for a reason which will be hereinafter apparent. At this point it might be well to state that inasmuch as the locomotive is the one essential of a train. and inasmuch as the entire travel of the train is governed by the engineer from the locomotive. my safety appliance. including the brush above described.l is in each instance preferably mounted in the locomotive. As the mechanism and wiring of this appliance is identical in all locomotives. a description of the mechanism in one will suliice for all. In order to clearly understand the wiring and operation otl the systeni a description of the mechanical means actuated by the closing ot' the circuits-is necessary and attention is therefore directed 1n these drawings. as clearly shown. the entire mechanism. with the exception of the manually operable switch and the signal lighta'. is inclosed in a casing l1 to protect it from dust and dirt :mme front otv this casing is usually closed by a glass plate. not shown. in order to permit a clear unobstructed view ot' the mechanism. One end ot' the pipe 1.3 of the air brake pipe line is let into\tle upper portion of this casing and connected by any suitable coupling with a T 1G. A pipe 1T leads from this T to a valve 1S and a pipe 19 leads from this valve ti portion of the casing. said open at its end. The valve opened and closed by.a partie?. ret-ation ofl its valve stem 20, the free end of which is provided with augularly formed faces to seat in an angular socket formed in one end otl an operating lever '21. A pipe "22 leads from the branch ot' the T 1G to a two-way valve 23 which may be opened and closed by reciprocating` a valve stem 2l having spaced collars 25 adjacent its tree end. this pipe 22 and its valve 23 being supported in place by av,bracl\'et '2b secured to thel rear wall ot' the casing.

A pipe 2T leads from the outlet port of the valve 23 to the lower end ot' a verticallyI disposed cylinder 2S mounted upon a bracket 2S) carried by the casing. This cylinder is provided with a gas tight piston 30. the piston rod 31 ot which extends through u cap 312 .spaced ears 33.

A bell crank lever Ill is pivotally mounted intermediate its length as at 35 upon a downwardly depending` bracket 36 carried by the top ot' the casing and one arm 3T of this lever extends between the ears 33 ot the piston. being pivoted thereto by a pivot pin 3S. The t'ree end otI this arm 3T is provided with a plurality of spaced perfora-v ltions il and a weight l() is slidably mount-ed on the arm and adjustably secured in place by a bolt or pin l1 passed through the weight and one oti the pert'orationslf). A link -12 is pivotally connected by one end to the opposite arm of the lever 3i and by its other end to the t'ree end of the lever arm .21 employed in opening and closing the valve 1S.

Assuming that the air brake pipe is closedl as in ordinary service. air being maintained under pressure therein. and that the valves' 1b and '23 are both closed, it will be apparent that it' the valve stem 25 is drawn outwardly to op^i th'e valve 23. air will pass, under pressine. from the air line pipe 15 through the pipe J0 valve 23 and pipe 27 to the cylinder 2S. The pressure of this airin the cylinder 2S will raise the piston 30 to rock the bell crank lever 3l and through the link -12 actuate the lever 21 to open the valve 1S when the air brake line pipe 15 will be vented through the valve 1S and pipe 19 to apply the brakes on the train.v

1t will further be apparent that the cylinder )28 and piston 30 also serve as a dash pot to act. in connection with the adjustable weight 10. to cause a gradual opening of the valve 1S rather than a sudden opening and so permit a gradual application ot the brakes.

As a means for actuating the valve stem 21, I provide oppositely disposed electromagnets -13 and il. the former of which is mounted upon a bracket -15 carried by, the easing and the latter of which is mounted upon the bracket '2b supporting the pipe Q2, these magnets being mounted with their poles in spaced relation for cooperation with a common armature 46 pivoted as at 47 upon a bracket carried by the casing. The free end of this armature is slotted as at 48 to .engage the valve stem 24 between the collars 25 and these collars are so spaced upon the valve stem that when ythe armature 46 is attracted by the magnet 43, it will engage the outermost collar to move the valve to open position, while when attracted by the magnet 44, it will engage against the other collar to close the valve.

In connectionwith the wiring of the device, I employ a peculiar form of switch which is preferably mounted upon the outside of the casing and which includes a base 49 of insulating material having spaced contacts 50 and 51 and a swingingly mounted switch blade 52 having yan arm adapted to engage the contact 50 in one position and the contact 51 in the opposite position, this switch blade being normally held in engagement with the contact 50 by a spring 54 and a stop pin 55. An electro-magnet 5G is mounted upon the base 49 in position. when energized, to hold the switch blade 52 in engagement with the contact 51. The operation of this switch. including the wiring of its contacts and magnet. will be more fully explained in connection with the wiring of the system proper and any further description of the same is, at present. unnecessary.

Incandescent light sockets 5T and 5S are mounted upon the top of the casing or 'ad any other suitable point and carry incandescent bulbs 59 and 60, these bulbs bein'glot' differentcolors. the bulb 59 being preferably blue, while the bulb G0 is preferablyv red.

Having thus described the mechanical portion of mysafety appliance. I will now describe the various circuits by means of which the valves 23 and 1S are opened and closed through the energizantion of the magnets 43 and k44. Referring particularly to Figs. 1 and Q of the drawings, it will he noted that in each instance I have illustrated the safety appliances upon two locomotives both included in the same block. one ofI the locomotives with its safety appliance being shown at A, while the other is shown at B. As the wiring of both A and B is identical. a description of the wiring of one'of the appliances will be sufficient.

A locomotive. conventionally shown at 6l carries the brush or trolley 13 as previously described and one of its wheels 62 is electrically connected as by a wire 63 with one pole of a battery G4 or with any othersonrce of electrical energy. A wire 65 connects the other pole of this battery with one con tact (3G of a double knife blade switch GT. while a wire GS connects the corresponding contact G9 of the switch 6T with the trolley or brush 13.

A wire T0 connects one of the knife blade terminals 71 with one terminal of the electro-magnet 44, while a wire 72 connects one terminal 73 of the opposite switch blade with the switch blade A wire 74 joins the contact 51 of the switch 52 with the electromagnet 56 and a wire T5 leads from the opposite terminal of the electro-magnet 56 to the free terminal of the electro-magnet 44. A wire TU leads from the contact 50 of the switch .32 to one terminal of the electromagnet 43 and a wire TT leads from. the opposite terminal of the magnet 43 to the wire T0.

A conductor wire T8 leads from the wire T0 preferably at the point of juncture of said wire and the wire TT to one binding post of the electric light socket 3S and a wire T9 leads from the other binding post of said light socket to the wire 72. conductor wire 8O leads from the wire G3 to one binding post of the electric la np socket 5T and a wire S1 leads from the other binding post of said la-mp socket to the wire (35. these wires forming a continuous circuit through the battery and light 59. A telephone instrument of the portable type. conventionally shown at is connected by the wires S3 and 84 with the wires GS and 65. respec4 tively.

The operation of the above described device is practically the same as that of the device covered in my previous patent before referred to and but slight description of the same is therefore necessary. It -will of course be apparent that the lamp 59 in each device is always burning to show that the batteries are in working order. Further the switches 52 are normally in the position shown in Fig. 1 ot' the drawings. The switches (iT are at all times kept closed. being incorporated merely as an alternate means for rendering the entire device inoperative. They are not necessary however. as the trolley or brush 13. if raised. will accomplish the same purpose as the opening of the switch GT. the said switch heilig therefore provided merely for convenience.

Each train will be equipped with a bat terv of a different strength from the batteries of all other trains which are to operate over the same track in order that. in instances when the battery of one train would be actingl against that of the other. the system mav still be operative.

Assuming that two trains enter the same block. as shown in Fig. l of the drawings. a circuit will be formed from' the battery U4 of train A. through the wire (33 and wheel (32 of said train to the rail l() of the track and through this rail to the wheel (l2 of the train ll. then through the wire (SI- et said train. batterv (i4. wire o5. switch GT. wire T2. switch blade 52. wire TG, electro-magnet 4?). wire T0. switch (3T. wire GS and brush l?) of train B to the third rail 11. through said third rail to the brush 13 oftrain wire 68, switch 67. wire 70. wire 77. electromagnet 43 of tram A. wire T6. switch blade 52. wire i2. switch 6T and wire G5 ot' train A back to the battery 6+. The closing ot" this circuit energizes the electro-magnets -13 of both devices A and B and opens the valves 23 and 1S ot' each device to apply the brakes in both trains. At the time that this circuit formed in each device through the light to give the danger signal to the engineer of each train. Furthermore. it will be apparent thatthe closing of this circuit. inasmuch as it is simultaneously closed through both devices. throws the telephone instruments ot' the two trains into circuit with each other and the engineer ot' one train may readily converse with the en gineer ot' the other and decide between them which' train shall proceed and in which direction.

As soon as either engineer decides to start his train. he swings the switch blade 52 into engagement with the contact 51 and with the `pole ot the electro-magnet 56. This closes the circuit from the battery 6i of his train. which we will assume is train '.A. through the wire G3. wheel 6'2. rail l0. wheel 62 of train B. wire 63 and battery 64 of said train. through the wire 65. switch 67 wire 72. switch blade 52. wire 76. electro-magnet L3 ot' train B. wire 70. switch 6T. wire 68 and brush 13 of train B. through the third rail 11. brush 13 of train A. wire 68. switch 6T. wire 70. lelectro-magnet 1-1 of train A. wire 75. switch blade 5-2. wire 72. switch GT and wire back to the battery 61. It will be noted that .this circuit 'passes through the electromagnet 56 and that this magnet is therefore energized to hold the switch blade 52 ot' train A in engagement with the contact 51 to keep this circuit closed until vbroken at some other point. This circuit draws the armature 46 of train device A into engagement with the electro-magnet li to close the valves of said train and release the brake thus permitting the starting ot' the train. At the same time the valves of train B are held open and said train cannot proceed unless its engineer also swings the switch blade 52 into engagement with the contact 51. If he does this. the same circuit as that above described. will be formed with the exception that in train B the circuit instead of passing through the electromagnet 43. as previously described. will. in this latter instance. pass through the electro-magnet 4i to close the valves ot train B and permit the starting of the train.

Branch circuits through the lights 60 of both train devices are formed by any 0f the above described circuits and it will be apparent that as lon-g as two trains remain in the same blocks, the red lights will continue is closed. a branch circuit isburning and the telephones will also continue to be in communication with each other. As soon. however. as either ot' the trains A or B passes from the block cons taining the other. the circuit between 'the trains will be broken by the break in the third rail 11 occurring between the trains land this` breaking of the circuit will denergize the magnetsl 56 of both train devices to release the switch blades 52 which will ini- 1nediatel \v fly back to the normal position shown in Fig. 1 of the drawings. In other words. as soon as the trains pass into different blocks. their safety appliances are automatically returned to normal position to act in case another train is alreadfv in the new block or in case another train enters immediately after them.

From the above description. it will be apparent that thel appliance in either locomotive will be operated to apply the brakes otl the locomotive and train to which it is attached whenever a circuit between the trackY 10 upon which the wheel (r2 is moving and the third rail 11. is closed. It will therefore be apparent that the appliance may be employedto automatically stop trains in case ot' an open switch in the track which might otherwise derail the train by the provision of a contact electrically connected to the third rail 11 and so positioned as to be engaged b v the switch point ot' the rail 10 in case the latter is open.

In order to insure a clear understandingr of such an arrangement. I have illustrated an open switch S5 in Fig. 2 of the drawings. the rails 10 of the main line track heilig provided with swinging switch points SC adapt ed to normally form with the adjacent rail a continuous main track but movable in the position shown in Fig. 2 of the drawings to permit the passage of a train from the main track to a switch track. the rails of which are shown at ST. The rails of the main track 10 are bonded about these switch points. as shown at 88. and a contact S9 is placed in position to be engaged bv the .switch point of that rail over which the wheel (i2 passes whenever` said switch point is in open or partially open position. This VAcontact is electrically connected by a wire or other suitable Aconductor 90 with the third rail 11 of the track. In operation. whenever this switch point is in partially open or open position and a locomotive equipped with one ot' mv appliances. entersthe block containing the switch. a circuit is closed through the appliance to open the valves and apply the train brakes. this circuit being the same as the brake operating circuit previously de scribed with the exception that instead of being closed through the appliance of a second locomotive it is closed through the bridge between the rails 10 and 11 formed by the contact 89 and conductor 90.

It will of course be understood ,that either of the rails'lO may 'be employed as the conductor or both, as desired, and that in the latter case a wheel upon either side of the engine will be electrically connected with the appliance carried thereby.

The telephone conne :ted in the circuit is oty great value, particularly in systems in which the switches are arranged 'to operate the train brakes, due to the fact that without the telephone it would be impossible for the engineer to determine whether the block was rendered dangerous by the presence of a Second train or by the presence of an open switch, making it necessary for him to advancethe train f an extremely slow rate under the apprehension that there was another train in the block, when as a matter of. fact, the danger might be due to an open switch one mile or even farther 'ahead and the location of which he knew.

It will of course be understood that I do not wish to limit myself to the details of construction and speciic arrangement of parts and circuits as various changes may be made Aat any time, within the scope of the appended claims, without in the slightest degree departing from the spirit of my invention.

Having thus described the invention, what is claimed as new is 1. In railway safety appliances, bination .of a. valve in the main pipe line controlling the brake mechanism, a second valve connected with said line controlling the opening of the first, means for opening said second valvefunder abnormal conditions, means including a manually operable switch for closing said valve and holding the same closed under the same abnormal conditions, and means operable to release said valve holding means to permit the free the comopening of the same upon a future occurrence of abnormal conditions.

2. In railway safety appliances, the combination with the main pipe line controlling the brake mechanism, of a valve in said pipe line arranged to vent the pipe line when o en, a second valve connected with said pipe line arranged upon opening to open the first, an armature movable in one direction to open said second valve and in the opposite direction to close it, and oppositely disposed electromagnets included in circuits which are closed under abnormal conditions.

3. In railway safety appliances, the combination of a valve in the main controlling the brake mechanism, a second valve connected with said line, means operable bythe opening of the second valve for opening the first, and means for opening the second valve, said means including oppositely disposed electro-magnets, a cosimo armature pivoted for movement fro, i oieI magnet to the other and operatively engagpipe line' nation of a valve in the main pipe line of the brake mechanism, meaiis for venting the pipe line upon the opening of said valve, a reciprocating valve stem for said valve, a swinging armature movable in one direction to open the valve and in the opposite direction to close it, an electromagnet mounted upon either side of the armature, circuits for said electro-magnets,i and a switch for selectivel determining which of said circuits sha l be closed.

5. In railway safety appliances, the combination of a valve in the main pipe line of the brake mechanism, means for venting the pipe line upon the opening of said valve, areciprocatin-g valve stem for said valve, a swinging armature movable in one direction to open the valve and in the opposite direction to close it, an electroiiiagnet mounted upon either side of the armature, circuits for said electro-magnets, and a switch for selectivel determining which of said circuits sha l be closed, said switch being normally held to permit the closing of one circuit,I and means carried by the switch for holding the same. to close the other circuit until the other circuit is broken at a point exterior to the switch.

6. In a railway safety block system, the combination with a locomotive having a main pipe line controlling the brake mechanism, of a valve controlling the venting of the pipe line, oppositely disposed electromagnets having a common armature movable in opposite directions to open and close said valve, spaced contacts, electrical connection between each of said contacts and one of the magnets, a brush carried by the locomotive and engaging one of the rails, electrical connection between both magnets and said trolley, a wheel on the locomotive having electrical contactlwith another rail and insulated from the brush, a switch blade movable into engagement with each of the contacts, and electrical connection between -said switch blade and thewheel.

7. In a railwa safety block system, the combination wit a` locomotive having a main pipe line controllin the brake mechanism, of a valve controlling the venting of the pipe line, oppositely disposed electromagnets having a common armature movable in opposite directions to open and close said valve, spaced contacts, electrical connection between each of said contacts and one of the magnets, a brush carried by the locomotive and engaging one of the rails, electrical connection between both magnets and said brush, a Wheel on the locomotive and insulated from the brush, a switch blade In testimony whereof I aix my signature movable into engagement with each of the in presence of two Witnesses.

contacts7 electrical connection between said e Switch blade and the wheel, a telephone, ROBLEY 'C' MILLARD' il" s]' 5 und electrical connection between the tele- Witnesses:

phone and the connections between the inag- FRED MCSWAIN,

nets and rail and tbe switch blade and rail. ROGER B. GARDINE. 

